Railway substructure.



No. 740,106. I PATENTBD SEPT. 29, 1903.

A s. E. DUFF. RAILWAY SUBSTRUCTURE.

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Patented September 29, 1903.

I UNITE ST TES PAT NT OFF-Ice.

RAILWAY SUBISTRUCYTU RE.

SPECIFICATION forming part of Letters Patent No. 740,106, dated September 29, 1903.

Application filed December 12. 1902. Serial No. 134,893, We model.)

To all whom, it may concern:

Be it known that I, SAMUEL E. DUFF, of Bellevue, Allegheny county, Pennsylvania, have invented a new and useful Railway Substructure, of which the following is a full,

clear, and exact description, reference being had to the accompanying drawings, forming part of this specification, in which- Figure l is a top plan view, partly broken away, showing a railway-track structure constructed in accordance with my invention. Fig. 2 is a cross-section ofthe same. Fig. 3 is an enlarged cross-section of one of the girders with the rail in place. Fig. 4 is an enlarged side elevation of the same. Figs. 5 and 6 are detail views of the tie-piece. Figs. 7 and 8 are detail views of my preferred form of rail-clip, and Fig. 9 is a cross-sectional view showing a modified form.

My invention relates to railway substructures, and more particularly to the system described in my Patent No. 672,892, dated April 30, 1901', upon which I have filed a reissue application, Serial No. 135,340.

The object of the present invention is to simplify the arrangement of the substructure and increase its strength and durability.

In the drawings, 2 2 represent the girders, which extend continuously beneath the rails. These girders are of inverted-trough shape, with lower side flanges 3 3, which are preferably tiirned up slightly at their outer ends, as shown at 4, to increase their strength. I preferably form these girders with a flat upper bearing portion 5, which is slightly wider than the base of the rail 6, the sides of the trough thence extending downwardly, preferably in a curve, to the flange 3. The exact shape of these girders may, however, be varied within the scope of myinvention. The girders are preferably formed of pressed-steel sections and the top and sides are provided with transverse depressions or recesses 7 and 8. These depressions are preferably arranged one near one end of the girder-section, as at 8, and the other, 7, at an intermediate point, which is preferably such that when the girders are in place the tie-pieces 9 are spaced substantially equal distances apart. The end portion 10 of the girder beyond the depression 8 is contracted, so that it will fit within the end of the next section, as indislipped into place.

cated at the 1eft-hand portion of Fig. 1, where the broken-away girder is shown about to be The flanges of this reduced portion will fit below the flanges of the full-sized section, into which it is slipped. The depth of this depression at the top of the trough is at least as great as the thickness of the web of the tie-piece 9, so that the tie-piece when in position is either flush with or slightly below the level of the top of the trough. and 6, consists of a channel with flanges 11, which are notched or cut away, as shown at 12, leaving end lugs or flanged portions 13, which fit into transverse slots 14L in the recess portion of the girder. The ends of the flange proper, 11, are preferably inclined to fit the inner faces of the girders. The crossties when fitted in position are held by the rails, which are secured to the girders by the clips 15. (Shown in Figs. 7 and 8.) these clips is provided with a shank which is notched at 16 to provide an end lug 17, the

outer end of the clip being bent into a hook 18,

which is preferably provided with a struckup rib 19. The clip may be formed of pressed steel, the rib being formed during the pressing operation. These clips are arranged in pairs with the hooks engaging opposite sides The tie-piece, as shown in Figs. 5

Each of i of the rail-base,the shanks extending through pairs of slots 20 in the girder. In applying the clips their shanks are slipped through the slots 20 and the lugs 17 are then bent down into approximately vertical position. As the lugs are thus bent they move over the face of the girder, and owing to the slight incline the hook portion is drawn firmly against the base of the rail. I preferably employ bent in pocket portions 21 on the girder, these pockets having bosses 22, over which the lugs 17 pass as they are bent into final position. These bosses orstops prevent the lugs from springing back and allowing the clips to loosen. A clearance-space is provided in the slip-j oint between the reduced end of the one girder and the end of the next in their side portions, so that in laying a track upon a curve the girder-sections may be inclined to each other in this curved portion of the track. The flat top of the reduced portion preferably fits neatly under the top of the next girder, the clearance being merely between the sides.

In laying the track the girders and tiepieces are assembled, the tie-pieces acting as spacers to maintain the required gage. As the girders are laid their ends are lapped to form the slip-joint, and when a section of suitable length has been laid the rails are put in place, care being taken to have the railjoints at an intermediate point and preferably about the center of the girder, where the joint occurs. The rail-clips are then inserted from opposite sides and their end lugs bent down over the bosses or stops, which hold them in place. The ballast may be used in any desirable way.

In Fig. 9 I show aniodified form oi. the clip 15, in which the hook portion is extended to form arail-brace 23, which extends between the base and head of the rail in the usual manner. In this case I preferably extend the rib portion 19 up through the brace, as shown.

The advantages of my inven tion result from the simplicity of the structure and its connections and the continuous supports of the rail, which prevent deflection. The girders are preferably about one-quarter of the ordinary rail length, thus allowing the rail-j oint to be placed in the centerof the girder. The shear between the rail ends is thus taken up by the supportingirders and necessity for the use of heavy splice-bars is avoided. The springing of the rail ends is prevented and the ballast can be easily and cheaply applied. The parts are of only three different kinds and are duplicates except in those clips used at the rail-joints, where they will be slightly altered 011 account of the splice. The parts may be cheaply made from rolled or shaped material, and a strong and durable track structure is aiforded.

Many variations may be made in the form and arrangement of the parts without departing from my invention, since That I claim is 1. In railway substructures, a series of girders having interfitting slip-joints with side clearance to provide for curved portions of the track; substantially as described.

2. In railway substructures, girder-sections arranged end to end beneath the rails, and channel tie-pieces, the side flanges of which enter slots in the girders; substantially as described.

3. In railway substructures, the girders arranged end to end beneath the rails, and transverse tie-pieces consisting of channels having their side flanges notched near the end to provide end lugs which fit in slots in the girders; substantially as described.

4. In railway substructures, a girder extending longitudinally beneath and parallel with the rail, a pair of oppositely-extending clips for each girder having bent lugs, and stops on the girders arranged to prevent back turning of the bent lug; substantially as described.

5. In railway substructures, a longitudinal girder having a transverse depression and a tie-piece consisting of a channel with its web lying in the depression and its side flanges projecting down through slots in the girders; substantially as described.

6. In railway substructures, a series of girders with interfitting ends, said girders being of a fraction of the length of the ordinary rail-section, and having an intermediate tie-piece and another tie-piece adjacent to the reduced end which enters the end of the next girder; substantially as described.

7. In railway substructures, a girder extending beneath and parallel with the rail, and having a pocket or depression, and a clip having a lug bent within the pocket or depression; substantially as described.

8. In railway substructures, alongitudinal girder, and a clip therefor, said clip having an extension between the head and base of the rail, and acting as arail-brace; substantially as described.

In testimony whereof I have hereunto set my hand.

SAMUEL E. DUFF.

WVitnesses:

JOHN MILLER, II. M. CORWIN. 

